Supporting means for transmission mechanism.



R. HERMAN.

SUPPQRTING MEANS FOR TRANSMISSION MECHANISM.

APPLICATION FILED JAN. 9, 1911. 1,064,,Q1 3.

I. p l i I i I I l l ,l l I I I I I l I E wh'tweoov/a 26m (ad;

Patented June 10, 1913.

SHEETS-SHEET 1.

Swmwboz R Harman Womuzg R. HERMAN. SUPPORTING MEANS FOR TRANSMISSION MECHANISM.

APPLICATION FILED JAN. 9, 1911."

Patented June 10,1913.

5 SEEETSSHBET 2.

R. HERMAN. SUPPORTING MEANS FOR TRANSMISSION mnemmsm.

APPLIGATION FILED JAN.9, 1911. 1,064,213, Patented June 10,1913.

5 BHEETBPBHEET 3.

awwwtoz fizlgigold away R. HERMAN. v SUPPORTING MEANS FOR TRANSMISSION MECHANISM.

' APPLIDATIOH FILED JAN. 9, 1911.

1,964,213. v Paoentgd June 10, 1913.

5 SHEETS-SHEET 4.

lllilli lillllll lllliilli lllllllllflllllllillllllil! GHQ undi R. HERMAN.

SUPPORTING MEANS FOR TRANSMISSION MECHANISM.

APPLICATION FILED JAN. 9, 1911 1 064 213 Patented June-10, 1913.

5 SHEETS-SHEET 5.

UNITED STATES PATENT OFFICE. j

nnrnn'onn 'HERMAN, or oRA 'roN, PENNSYLV NIA.

SUPPORTING MEANS FOR TRANSMISSION MECHANISM.

b all whom, it may concern Be it known that I, RnINHoLD HERMAN,

motor. vehicle structures, the driven shaft acting the part of the axle of such vehicle, but it is to be understood that I do not limit myself to this particular use, since the structure and arrangement of parts 1s such as will pernnt t-s use in other connections; for

instance, where used in connection with motor vehicles the driven-shaft would have the direction of length of its shaft lines at approximate right angles to the direction of length of thedrive shaft line, Whereas a change in gear structure will permit of an arrangement of the parts so as to provide for the operative connection of shafts having their shaft lines extending in the same general direction,either in coincidence, in parallelism, or angular with respect to each other. As the structure however, is intended for use in connection with motor vehicles, I- have herein described .it in'connection with such vehicles, this forming the best exemplification now known to me of its use;-

In motor vehicle structures, the axle,

'which forms .the driven shaft, is generally connected to the motor by means of uni versal joints, a transmission mechanism and a propeller shaft WhlCh extends from the axle and is coupled by means of a universal joint to the divided shaft of the transmisslon mechanism, the latter being bolted to the'frame of the vehicle; the other portion of the divided shaft is coupled to the clutch of thefiy wheel of the motor by means of another universal joint, It will be noted that in order tofrnake use of the different reductions o-fgears for the purpose of obtaining the" proper compoundingof power,

there is necessitated theme of a-n'um'berof journaistifand disconnected elements which Letters Patent.

Application filed January 9, 1911. Serial No. 601,754.

' Specification of Patented June 10, 1913.

introduce an enormous amount of friction or loss of power, in addition to which the up-keep of all these parts provides a source of considerable expense to-the user; such construction also has the effect of creating a great deal of noise in use forming an an noyance not only to the occupantsv of the vehicle but also to the general public. In

such type of drive connections, one difliculty lies in the fact that theshaft line must correspond with the line extending from the axle to the motor and provision is made through the use of universal joints ,or the like forproviding the connections whereit is not possible to make such direct shaft lines; under such conditions any attempt to change'the shaft lines,

as where it is desired to shift the position of the motor vertically,

can only beobtained bysubstantially dis assembling the connections, etc., re-arrange the parts to provide for the new al-inement, and then secure them in their new position. In the present invention I provide supporting .means for-the transmission mechanism so arranged as to eliminate the use of .divided shafts, or coupling counter parts and journals which support the same, and all other adjuncts thereto'required inqit's operation; I also eliminate the employment driven shafts are operatively connected,

Furthermore, I provide astructure inwhich' .the gearlng-and other operative elements of the transmission mechanism are at all times positioned to permit operation through the of a structure in which the counter shaft re mains an idle clementwhen the drlve and.

normal service operations, and at the same rtime permit parallel, alined or angular ad-v justments of the drive and driven shafts relative to each other as may be required to meet various conditions or uses, there being no necessity for changing, either by the addition or elimination of any part of the saine to provide these adjustments, the construction being such that the driven shaft and its housing are at all times retained in their original positions.

Among the'objects of my invention there I fore, are the following: (1) .to provide a supporting means for the transmission mechanism supported on the axle and arrangedto form a support for-the chassis;

(2) the.pro vision of a supporting means arranged to permit variations in shaft line positions of the drive shaft without requiri'ng, disengagement I of p, the, transmission rag.

relative n'ioveinents of connecting supporting structures to permit adjustment of the means; and retain the relative arrangement of the C(llll.(i(itl()1lS While being .ad usted;

't l to orovidc a su )aortin means in which l l B one member is held in tixed position and in which. other members are adjustable rclalive to certain members to affect the drive shaft line position without allecting the trainnnission connections between the drive and driven shafts; to provide a supporting means arrai'lged to form anti-trio t'ion bearings tor each ot the main shafts therein :nd to provide for adjustment of 1" 'd hearings to take up for wear oi parts cooperating with the shafts.

Other and further objects of the invention are to provide a strurdure of this char-- acter which compact. and (Htftllfitfi a position at a, point where it will materially in rease the road clearance of the vehicle, which is durable in construction, easily act'Q55ll)lU, requires a mininnun of repairs. readily assembled, which can be n'iai'uitaeturcd at. a relatively low cost. and which can he applied universally to all types of motor vehicles.

With the above and other objects in view, the invention resides in the novel. construe lion, coi'nbinat-ion and arraiigement. of parts of which an EIl'IlJOflll'llCllt is shown in the accompanying drawings, wherein like numeralc are usedrto desigi'tate like part9: tl'nronghout the dil'l'erent views, inwhich Figure 1 is a side elevation of so much of a motor vehicle as necessary to illustrate the subject matter of the present inrent-hm, the View showing several adjust.- nn-nts' otthe motor. Fig. is an. enlarged side elevation of the casing forming the t-lt[Ji)Ul'tlllg means tor the traneiinission, said view showing various adjustments of the casing to provide for drive shaft line position changes. Fig. 3 is a top plan view of the parts shown in Fig. 2. .liig. l isa sec tional view taken on line ll;, Fig. Fig. 5 is a sectional. view on line 5--5 o'l .llig. -'l-. Fig. 3 is a similar View taken on line 6 6 of Fig. 4, looking toward the left. big. 7 is a sectional view on the same line of said t. looking toward the right.

a the drawings, designates the axle or driven shaft of amotor vehicle. Q1 the chasthe springs supporting the chas 23 the motor, 24 the drive shaft, the supporting means for the trans! ion inr-eclmnism and 3 the transmitting cpnnectioos; between the drive and driven shafts.

.\s will be seen by reference to Fig. 1., the supporting means 2 is mounted on the axle and in turn surnioi'ts the sprl. 22 on the axle. "this arrangement permits of the employ which are mounted the chassis 21, this con struction providing the direct support; of the chassis on the transmission supporting means instead of directly on the axle, thereby permitting of the use of anti-friction do vices between the parts supported by the axle and the axle itselfand eliminating the eti'ects of the chassis Weight to a considerable degree by reason of the fact that the weight is applied at diversified points instead of at a single point at each side of Furthermore as shown in Fig. 4:

ment of the supporting means for the chassis as a lubricant container enabling a distribution of the lubricant throughout substantially the length of the axle and providing additional space for the lubricant, augi'nenting the supply carried Within the main portion oi the supporting means for the transmission mechanism. The supporting means, shown herein as a casing, is formed of main supporting members 27 adapted to form a portion of the ends of the casing, said members each having its inner end formed with a peripheral face 38 preferably concentric to the driven shaft or axle on which the members are mounted, Haid tat-es forming a seat-tor a casing closure it) carried by a section 30 of a second member 31, the latter member being completed by a section 32 secured to the section 30, the casing being completed by a third member 33 secured to the section 32, the three members providing a casing for the entire gear transmission mechanism, the drive. shaft 24 extending into the third member 33 and being provided with a drive pinion 24-3 located within said member.

As shown in Fig. 4c, the main supporting r member 27 is provided with an elongated sleeve-like portion 34 of a length to extend beyond the spring support 35 which is socured thereto, and terminates in a casing to receive a ball-race 36 forming with the com- 'ilemental cone carried by the shaft, an antitriction hearing 37. The inner end of said member is also prorided with an ant-i,trietion hearing 33, these two bearings'hoing placed approxin'iately at the opposite ends of each member 27 and at points spaced from the spring supports, thereby placing the weight of the chassis on the axle at twopoints on each side of the transmission, these points being spaced apart a distance I sut'licient to cause the strain to he diversified.

its will be seen, the inner cones of the bearmgs 38 are carried directly by the shaft 20, the latter carrying suitable .ahut nents against which said cones are positioned, said abutments, with the cone members forming stops which prevent relative nmvernents'of the shaft or axle 20 and the casing 25, thereby insuring a fixed position of the-"casing on the axle regardless of pressureirhich may holding of the section be placed onthe axle in use, such as nay be provided by skidding, and which pressures are exerted longitudinally of the axle. The section 30, as heretofore pointed out, is formed with the casing closure 29, that portion of the cylinder connected to the remainder of the section being cut away to provide for the transmission gearing. The remainder of the section 30, is shaped to provide a proper cavity for the reception of gearing, and said sect-ion is secured to the members 27 by having the annular seat of these members inserted within the cylindrical portion of the'casiiw 29, the members 27 then being connected together by bolts 39 passing through suitable ears carried by the members.

As will be readily understood, a tightening of the bolts 39 vill cause a frictional 30 suti-icient to prevent relative movement of said section onthe members .27, but that a loosening of the bolts 39 to destroy such frictional engagement,

will'permit the section 30 to be rotated about the members without change in the axis of the cylindrical portion of the section, the concentric seat of the members providing for this movement of the section without a'ltecting the axis of either the members 27 or the section 30. As the section 30- carries the remaining portions of the supporting means, it will be obvious that apivotal movement of said section on the concentric seat will permit of a movement of all of the supporting means with the exception of the mom bers 27 with the driven shaft or axle as the axis of rotation, thereby permitting of a variation in angularity of the drive shaft line to the body of the chassis without affecting the position of the supporting means with respect to the axle and without decreasing the road clearance below the axle, since that portion of the: structure which-would be located below the plane of the axle would be of the same configuration during any variation which would be employed in making a changc'of adjustment in connection with an automobile or motor vehicle.

The second member 31 is completed by the section 232 which is bolted to the section 30 by siiitablebolts 40, said sections havingadditional adjustment between the members through the adiustment oftlie third member on the secpnd.

The interior of the section 32 formed to receive the transmission gearing, and in this connection, I pr'et'erto employ as a part of such transmissiongearing, a shaft is properly 41 positioned substantially axial of the main portion of the second member, the structure being such that the twosect-ions 30 and 32 divide so as to permitrof the placing of this shaft in position prior ti) the assembling of the sections. Asshoivn in Fig. 4, the shaft 41. is mounted in anti-friction bearings e1 held by straps 5U secured to section 32 by bolts 41 (Fig. 3), and is also provided with the bevel gear 42 which, as presently described, connects with the drive shaft to torni'the 'iermanent driving means for the transmission.

if desired, and such construction is preferred, I may provide'for adj ustment of the shaft 41 longitudinally to take up wear of the gears, etc., by employing a suitable cap 43 adapted for screw-threaded engagement. with the sections 30 and 32, said caps abutting against the race-way'tor the anti-friction bearings and permitting adjustment of the bearings relative to the member and thereby provide for longitudinal adjustment of said shaft 41.

The third member 33, which may be termed the horn, projects outwardly from, and is secured to the section 32, said horn having its axis extending on a line corresponding to a radial line of the second member, the axis of the latter corresponding to the position of the shaft-41. her or horn is preferably mounted for pivolal movement. on the second-member, with the shaft 4-1 as the axis, the section 32 being provided with a seat 44, of s'utlicient length to permit a considerable length ofpivotal movement of the born, the latter being provided with a structure complemental t0 the seat to permit such pivotal movement without liability of the escape of the lubricant contained within-the su iporting means. F or the purpose of securing the born to the section 32, I provide the horn member with segmental tiaiigcs 4.5 adapted to overlie side' 'taces of the section 32, the flanges 45 being provided with an elongated slot 40 through which bolts 47 are adapted to pass and be secured in openings formed in the section 32', the structure being such thata tightening of the'bolts t7 will retain the horn and sec ond section against relative movement,while a loosening of said bolts willperinit the horn to move pivotaily on said section 32 within the limits of i'noveinei t ofthe horn on the second niei'nber to provide for a varia-' tion in angularity of the axis of the horn relative to the driven shaft line, a tigl'itening of the bolts 4] after. adjustment again securing the second and third members against relative pivotal i'noveinent; The third memthe horn andhaving its inner endprovided with a pinion 24 .125 her or horn forms the b raring for the end of the drive shaft, the lattenextcnding through adapted 'to "permanen tly mesh Willi the gear 42, said horn being pro-.

. their relative positions. the

in saidv h me, the dotted line position indicated as A is 'nfovided by loosening the bolts 39 and moving the second and third inene hers pivotally as a unit, this change retaining;

the angularity of drive shaft. axis to the axis of the driven shaft but changii'ig the angularity oi? the axis of the drive sha'lt with respect to the chassis. Upon tightening of the said bolts 39, the parts will be retained in this position. if the bolts 4? then are loosened, the horn or thirdnnzn'iber may be swung pivotally to the dotted line posi ion indicated as B, this restoring the angularity at? the drive shaft with respect to the chas but n'oviding a variation in the angularity ot the drive shaft axis relative to the axis of the driven shaft.

it will he understood, oi course, that the positions shown in Fig". 2 are illustrative only, the particular arrangement providing for any desired variation in :uljustments throughout'the range of pivotal movement. the ariiangenumt of the parts for pivotal movement on two tili'tierent centers spaced apart providing for nicety and accuracy of: adjustment without any requirementot disassembling, the adiustment being possible without affecting the lubricant contained therein, the only I'etpiirement beinn a loosen-- ing of the bolts sutlieient to tree the t1"? tional engagen'ient oi the parts and permit them to be moved on their axes. such movements being made whit-e the parts retain tightened after the proper adjustment. had.

in hill. l I Sh w several of the llilicrrnt :uijustments with. shatt and motor in the by them a 'tter :uljust-ment. As will be readily ttIltlClStOtitl from this figure. there is pro duced an advantage of the highest degree, viz., the ability to vary the height of the drive propeller shaft within the capacity oi the mechanism to permit said shaft to v conform with the crank shaft of the motor. The ability to change the height of the drive or propeller shaft so as to raise it far above the rent er of the axle or driven shaft enables the tl y wheel of the motor to be raised to the highest point possible, thereby securing a maxinntni; clearance between the road and the liy wheel Without disturbing the straight line drive connection between the axle and have its pivotal movement ried by the bolts being again the drive or propellcr positions assumed the motor, it heingrrcadily understood that an increase of road clearance by a raising of the motor tly wheel, even if of relatively small amount, is of vital advantage in the operation of motor vehicles.

The particular type of transmission gearing (miployed in connection with the supporting means heretofore described is material only in so ta r that i prefer to employ the bevel gear drive between the drive shaftand shaft ii, in order thatv the horn may without disengaging the pinion 2i and gear The iiarticular type of igear connection between the shaft t1 and the driven shaft is not material, HlntC it is.t.o be understood that the drive gears of the change speed mechanism are carried by the shat't 415i and the driven nears by the driven shaft, and such drive and driven gears are gencally of a type which will permit of a rolling; of the drive gears on the driven gears when placed within the supporting means herein described. in the drawings, 1 have disclosed one form in which such transmission nearing may be provided. the. structure being: of the. selective change-speed type. As shown, I place a dillerential mechanism 49 on the driven shaft, said lllQChElIliSHl having gears 50 and 51 of (litter-exit. diameters, and spaced apart a distance sullicicnli to permit oi? the movement of a selecting gear 52, on the shaft L1, these parts being located on one side of the near .1-2. On the o 'mosite side of said gear t), i show the slow-speed gear 53 mounted on the carrier for the ditierential mechanism, a suitable reversing gear structure embodying rears 5-- and 5t mounted on a stub shatt t carried in bearings formed in the section :112, and a selecting gear 55 carshatt H, the arrangei'nent being such that nuivements oi? the selecting gears 52 and T5 longitudinally of the shaftli will provide a selective drive engagement between slzatts ll and 9.0. i

To provide the shitting moven'ients for ie nears and 55, I show a structure eml l odvin a liar 5b a lapted to move in a di-' ro -lion pa 'allcl to the axis of the shaft 4H, said liar having a latcrally-cxtending menn ta-r engaging the selecting" grea r, said bar being movable through the nmvenients of an angle lever 57 eperatively connected to a controlling device (notshown), the bar preferably being provided with notches or recesses to receive a' springrpvessed plunger for thepnrpose of retaining the bar against a tree longitudinal moven'ieut. this construction being of a well known type. it is to be understood that: a separate operating device is prel m-ably employed with each of the gears Nd shown in Fig. the supportv tor the lever is carried by a plate 58 surrounding the axis of the liar 56, said plate being provided with segmental slots 59 through which adjusting screws 60 are adapted to pass, this construction permit- Ling a shifting of the lever support to accommodate for required adjustments in connecting up the mechan sm or in meeting As will be. readily understood, the structure of supporting means herein disclosed is such as to provide for a number of material advantages 1n transmission mechanisms.

Among these-are to be found :(1) the placing of the drive strain directly on the shaft 41 and indirectly on the driven shaft through the spur gear connection between said'shafts instead of directly upon the drive shaft as in the general type of trans mission mechanisms; (2) the provision of a supporting means adapted to carry the transmission gearing and mounted on the driven shaft and capable of substantially universal adjustment to provide a proper connection with the motor, enables the assembling of the motor drive connections at greatly decreased expense and with greater rapidity; (3) the particular structural form of the supporting means which permits of a ready taking down of the structureforthe purpose of inspection and maintenance; (4) the ability to change the entire form of transmission'on motor vehicles now in use with butsmall expense, the type of structure herein disclosed being especially adaptable to mounting on all types of motor driven vehicles.

As heretofore pointed out, the transmission mechanism is of any approved type, so

long as it contains the elements referred to heretofore, but I prefer to employ mechae nism of the type disclosed in my copending companion application filed January 9, 1911, Serial No. 601,758, wherein the gears pro- \'iding for speed selection have a neutral position intermediate the gears'carried by the driven shaft, one form of which is disclosed in Fig. at herein. It is to be understood of course that the axle or driven shaft is in the form of adivided structure, the differential 49 cooperating ,with the-parts of the shaft to permit the relative movements of the vehicle wheels in use. By providing a neutral position for the selecting gears, in which position the driven shaft'gears are entirely disconnected from any of the drive portion of the mechanism, the friction provided by the use ofcontacting gears, as in the general type of transmission mechanisms, is eliminated, the axlerunning free except when a selecting gear has operativelyconnected the. drive and driven shafts. And

since the only connection between the constantly driven shaft 4-1 with its bevel gear and the driven shaft is throughtheselccting gears 5201'. 55, it will be clear that when said gears are in. neutral position not only. will the driven shaft be entirely disconnected from the drive connections and therefore free to move (as when drifting), but in addition, the friction which would be placed on the bevel gears by a contact of the driven shaft gears with the gears carried by the constantly driven shaft is eliminated, so that v the wear and tear of the constantly driven" connections and their bearings is reduced to a minimum. By this construction it will be obvious thatthe ability to entirely disconnect the constantly-driven shaft and the driven shaft in such manner that the gears carried by these respective shafts are out of contact with one another, provides a freedom .of operation sufficient to lncrease the running qualities of the vehicle. This is especially true when the vehicle is drifting, the freedom from friction permitting the vehicle to run free.

As heretofore stated, and as herein disclosed, the structure is particularly designed' for use in connection with motor vehicles,

but as will be readily understood, the general principles involved in the structure are such as will enable it to be employed in other connections where it is desired to provide a transmission of power from one shaft to another; and while the disclosure is such as to provide for the transmission of power between shafts having their shaft lines at right angles, through the bevel gear connections shown, the idea. may be employed in connectionwith shafts which are not angular 'in this respect, by a change in the form of gear connection and such modification as may be necessary to provide-for the entrance .of the driven shaft into the supporting means; such variations in the general ideas disclosed herein and the use, are contem plated by the present invention, and I therefore desire it to be understood that I reserve the right to make any and all such changes and modifications therein as conditionsmay require, so far as they fall within the spirit and scope of the invention as expressed in the appended claims.

Having thus described my invention, what I claim as new, is:

1. In a motor vehicle, an internal combustion motor, a drive shaft adapted to be coupled thereto, a driven-shaft, transmis sion mechanism for operatively connecting said shafts at will, andmeans for support- 111;; the transmission mechanism on the driven shaft, said drive shaft extending into the supporting means, said transmission mechanism including a gear-carrying shaft having a member fixed'-thereto and perma nently, movable-with the drive shaft,"said member being out --of'axial alinement with.

both of said shafts, the axis of said member being spaced a constant distance from the axis of the driven-shaft.

In a motor vehicle, an internal com bustion motor. a drive shaft adapted coupled to said motor, a driven shaft. said shafts extending angularlv to each other. change speed transmission mechanism for operatively connecting said shafts at will, and means for pivotally sut'iportin r the transmission mechanism on the driven shaft, said drive shaft extending into the supporting means. said transmission mecha- 10 nism including a iwancarrying shaft having" a member fixed thereto and permanently movable with the drive shaft, said member being out, of axial alinement with both of said shafts, the axis of said member being spaced a constant distance from the axis of the driven shaft.

3. in a motor vehicle. an internal con1 bustion motor, a drive shaft adapted to be coupled to said motor, a driven shaft, said shafts extending angularly to each other, change speed transmission mechanism for operatively connecting said shafts at will, and means for pivot-ally and adjustably supporting the transmission mechanism on the driven shaft. said drive shaft extendinginto the supporting means, said transn11ssion mechanism including a gear-carrying shaft having: a member fixed thereto and permanently movable with the drive shaft,

said member being out of axial alinement with both of said shafts, the axis of said member being spaced a constant distance from the axis of the driven shaft.

4. In a motor vehicle, an internal combustion motor, a drive shaft adapted to be coupled to said motor, a driven shaft, said shafts extendingangularly to each other, change speed transmission mechanism for operativelyconnecting said shafts at will,

and means for pivotally supporting the transmission mechanism on the-driven shaft,

said means permitting variations in shaft line positions Without affecting the, normal operativerelationship between the parts.

5. In a motor vehicle, an internal combustion motor, a drive shaft adapted to be coupled thereto, a driven shaft, transmission mechanism for operatively connecting said shafts at will, and means for supportinc the transmission mechanism on the driven shaft, said drive shaft, extending; into the supporting means, said transmission mechanism including a gear-carrying shafthaving a member fixed thereto and permanently movable with the drive shaft, said member being out of axial alinement with both of said shafts, the axis of said member being spaced a constant distance from the axis of the driven shaft and constantly intersectine; the axis of the drive shaft.

1 6. In a motor vehicle, an internal combustion motor. a drive shaft adapted to be coupled to said motor, a driven shaft, said shafts extending angularly to each other,

66 transmission i'nechanism for operatively conto be I necting said shafts at will, and a supporting element for the transmission mechanism, said element being sort-ported by the driven shaft and mounted for adjustable pivotal movement thereon independent of the motor.

'7. in combination, a drive shaft, a driven. shaft. transmission mechanism for opera tivel connecting said shafts, and a sup porting element for the transmission mechanism, said element being mounted on and supported by said driven shaft, said element comprising a plurality of members pivotallv and ad justably connected together with movements on prescribed axes. whereby adjustmei'it in the shaft lines of the drive shaft may be rovided Without affectingthc normal operative relationship of the transmission mechanism between the shafts.

8. In a motor vehicle, a drive shaft, an axle, change speed mechanism between said shaft and axle to operatively connect said parts at will, said mechanism including an intermediate shaft extending parallel with the axle and movable solely in a pivotal direction, and a supporting elenn-nt carried by the axle and supportingthe change speed mechanism, said drive shaft extending into said element, said element. comprising a casing having bearings for the axle, the-intermediate shaft and for the drive shaft. the axis of the bearings for the intermediate shaft being spaced a constant distance from the axle.

9. In combination, a drive shaft, a driven shaft, said shafts extending amzularly to each other, change-speed transmission mechanism for cperativcly connecting said shafts, and a supporting element for operating said mechanism and into which the drive shaft extends for the transmission mechanism, said supporting element being adjustable pivotally with respect to the driven shaft to provide variatioi'is in shaft line positions of the drive. shaft without atl'ecting the not mal operative relationship of the operating: parts.

10. The combimtion with transmissionconnected shafts cxtendim;- aneinlarlv with respect to each other, of a supporting element for the transmission connections, said element comprising a plurality of members supported by one of the shafts and complementally formed to permit articulation of the members to pro ride fo adjustable variations in the shaft line positions of the shafts relative to each other without: affecting the normal operative rclatitmship between the parts.

11. The combination ivith 'ti'i-tnsn'iissionconnected shafts extending unn'ularly with respect to each other, of a supporting; element for the transmission conncctiont, ,aid elemcntcomprising a plurality of members supported by one of the shafts and. complementally formed to permit articulation of the members to provide for adj ustablc variations in the shaft line positions of the shafts relative to each other without afiecting the.

normal operative relationship between the parts, the articulation providing for pivotal movements on parallel axes.

12.- The combinationwith transmissionconnected shafts, of a supporting element for the transmission connections, said element con'iprising a plurality of members supported by one of the shafts and comp'lementally formed to permit articulation of the members to provide for adjustable variations in the shaft line positions of the shafts relative to each other withoutaffecting the normal operative relationship between the parts; said articulation providing for independent pivotal adjustments of the nie nbers relative to each other.

13. The combination with transmission- "connected shafts, of a supporting element mentally formed to permit articulation of the members to provide for adjustable variations in the shaft line positions of the shafts relative to each other without aii'ecting the normal operative relationship between the parts.- said articulation providing for independent pivotal adjustments of the members relative to each-other, one of said members having a fixed position relative to the driven shaft.

' 14. The combination with transmissionconnectcd shafts. of a supporting element for the transmission connections, said element comprising a plurality of members supported by one of the shafts and complementally formedto permit articulation of the members to provide for adjustable variations in the shaft line positions of the shafts relative to each other without affecting the normal operative relationship between, the

parts, said articulation providing for independent pivotal adjustments of the members relative to each other, one of 'said members having a fixed position relative to the driven shaft, the adjustments .of the remaining members being on axes coincident with or parallel to the axis of the driven shaft.

15. The combination with transmissionconnected shafts. of a supporting element for the transmission connections and intowhich the drive shaft extends, said elementbeing supported by the driven shaft and comprising a plurality of members connected together-to permit articulation of' the -members without affecting the normal-operative relationship of the transmission mechanism and the shafts, one of said members having a relatively fixed position on the driven shaft and forming the support for a second member, the supporting con: iiections providing for a pivotal movement bet-ween said members with the driven shaft. forming the axis for both members. 16. The combination with transmissionfor the transmission connect-ions and into wh ch thedrive shaft extends, said element being supported by the drivenshaft and ed together to permit articulation of the members without affecting the normal op ei'ative relationship 'of the transmission mechanism and the shafts, one of said members having a relatively fixed position on the driven shaft and forming the support for a second member, the supporting connections said members with the driven shaft forming the axis for both members, a third member being pivotally adjustable with respect to the second member, the axis of pivotal movement of the third member extending on a plane parallel to the axis of the other member.

17. The combination with transmissionconnectcd shafts, of a supporting element for the transmission connections and into which. the drive shaft extends, said elementheing supported by the driven shaft and comprising a plurality of members connected together to permit articulation of the members without affecting the normal 0perative relationship of the transmission mechanism and the shafts, one of said members having a relatively fixed position on the driven shaft and forming the support for a second member, the supporting connections said members with the driven shaft forming the axis for both members, a third member the second member, the axis of pivotal movement of the third member extending on a plane parallel to the axis of the other mem her, the second member being formed in two parts connected together and having the dividingline extending through the axis for the third member.

18. In combination, a drive shaft, a .driven shaft, transmission mechanism between-said shafts, said mechanisms including a shaft in constant drive connection with the driveshafh and a supporting elemerit for said transmission mechanism, said element being mounted on the driven shaft nected together for articulating adjustments to vary the shaft line-positions of. the drive shaft with respect to the driven shaft, one of said; members having: means to adjust up for wear of the operative connections be tween the driveand the constantly driven shafts. i

19. In a motor Vehicle, a drive shaft, an

comprising a plurality of members connect providing for a pivotal movement between providing for a pivotal movement between being pivotally adjustable with respect to 1' and formed o'fa plurality of members'conthe constantly driven shaftaxially to take axle, change speed mechanism between said connected shafts, of a supporting element shaft and axle to ope 'atively connect said parts at will, a supporting element carried by the axle and sm'uiiorting the change speed" mechai'iism, said drive shaft extending; into said element, and bearings between said element and the aXle and positioned to prevent relative longitudinal movement hetween the axle and the element provided by pressure longritiulinally of the axle.

20. In a, motor-vehicle, the ctjimhination of a motor-driven drive shaft, a driven axle, transmission mechanism between the drive Shaft and said axle, and a supporting elementfor the transmission mechanism and into which the drive shaft leads, said element forming a support for the chassis of the vehicle, said element cmnprising a plurality of memhers connected for articula tion-to provide variations in shaft line positions of the drive shaft with respect to the axle Without atl'rcting the normal operative relationship of the operating parts and of the chassis.

21. In a motor vehicle, a drive shaft an axle, ehan sre speed medianism between said shaft and axle to operatively connect said parts at wi l, a supporting element carried by the axle and su iporting the change speed mechanism, said drive shaft extending into said element and heari ort'ivee said element and the axle and positioned to prevmit relative longitudinal movement laztween. the axle and the element provided by pressure longitudinally of ll axle, said hearings including ll'lt'llllXFS carried respectively by the axle and element, said axle having abut-l ments within the elements co-act-ing Witll the axle members to form stops in opposition to relative movements of the element and aXle in opposite directions. I

In a motor vehicle having a live axle, a motor and its supporting frame, change speed transmissioi'i mechanism, a transmission mechanism support mounted on the live axle, and a drive shaft leadinginto said support and having means Within said support for driving the transmission mechanism, said shaft beingoperatively connected to the motor and having the line of its axis Sill.)- stantially continuous in a single plane, said support having means to permit shifting of such line of axis to locate the shaft line in either one of a plurality of planes. I

.23. in a motor vehicle having a live axle, a inc-to and its supporting" frame, change speed transmission mechanism, a transmis;

.;-ion mechanism support mounted on the live axle, and a drive shaft leading into said support and having means within said support for driving the transmission mechanism, said. shaft being operatively connected to the motor and having the line of its axis subf-jflllllltlliy continuous in a single plane, said support having means to permit shifting of such line of axis to locate the shaft line in either one pf a plurality of parallel planes. in testimony whereof I aflix my signature in presence of two witnesses.

' ltlll Nl'lOllD HERMAN. \Vit nesses:

A. M. Wilson, llomon (l. Snrrz. 

